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3 Sheets-Sheet 1r (No Model.)

J. K. WRIGHT. AUTOMATIC SAFETY STOP FOR ENGINES. No. 602,385.

Patented Apr. 12, 1898.

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J. K. WRIGHT. AUTOMATIC SAFETY STOP FOR ENGINES. No. 8 )z,885.-PatentedApr'. 12, 1898.

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(No Model.) v 3 Sheets-Sheet 3. J. K. WRIGHT. AUTOMATIC SAFETY STOP FORENGINES. No. 602,85.

Patented Apr. I2, 1898.

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' Unirse Sra-*rss PATENT Ormes..

JAMES K. WRIGHT, OF NEW YORK, N. Y.

AUTOMATiC SAFETY-STOP FOR ENGINES.

SPECIFICATION forming part of Letters Patent No. 602,385, dated .April12, 1898.

Application filed December 3,1897. Santino. 660,659. (No modera' Y Toall whom it 71mg/ concern: A

Be it known that I, JAMES K. WRIGHT, a citizen of the United States,residing in New York, county and State of New York, have invented anAutomatic Safety Stop Device for Engines, of which the following is aspeciiication.

My invention relates to automatic safety stop devices for steam or othermotive-fluid engines. j

One obJl ect of my invention is to provide an automatic stop device forsteam or other motive-fluid engines which will operateinstantly to shutoff the motive fluid through the medium of the governor mechanism whenthe governor becomes inoperative and the governor-balls fall below theirnormal plane of operation,my present invention being a modiiication ofmy invention as shown7 described, and claimed in my pending application,Serial No. 673,913, iiled March 15,189.8, in which said pendingapplication I claim the generic features of my invention and` thatspecies which is adapted to be operated by governor rods or balls risingabove their normal operating positions.

My further object is to provide'a device of the character described withmeans for operating it by hand to shut off the steam, when desired,either at the engine or at some point remote therefrom, and to providemeans for locking the device against operation, whereby the engine maybe stopped and started by the operator, when desired, without causingthe safety stop device to perform its intended function,and, further, toprovide such locking means as will be automatically released, so as toset the stop device in operative condition when the engine is started.

My objects are, further, to provide a safety stop device which will besimple in construc` tion and applicable to any engine controlled by acentrifugal ball or equivalent governor and which shall be effective inthe performance of its work.

IVith these objects in view myA invention consists in the novel`construction and combination of parts and details thereof, ashereinafter described with reference to the accompanying drawings andhereinafter more particularly pointed out in the claims.

In the drawings, Figure 1 is an end elevation of part of a Oorlissengine, showing the governor thereof with my invention applied thereto.Fig. 2 is an end elevation of a portion of a I/Vright engine, showing myinvention applied thereto. -Fig 3 is; an enlarged detail sectional viewofmy invention, showing position of parts whenadj usted forautomatically resetting the stop device for action upon starting theengine. Fig. 4 is a similar view showing the position of the parts whenset'pfor action upon starting the engine. Fig. 5 is a sectional detailView. Fig. 6 is a detail view showing position of the parts when set toprevent operation of the stop device when the engine is stopped underordinary conditions. Fig. 7 is a detail view showing position of partswhen stop device has operated to shut off steam or other motive Huid. v`While I have shown my invention as applied to two types of engines, itwill be understood that my invention is not limited thereto, since itmay be applied to other forms of engines as well, and especially tothose engines in which the governor-spindle or the governor side rodoperates mechanism for controlling the valves to cut off the motivefluid Whether such valves be lifting, sliding, osci11ating,ror rotaryvalves.

- In constructions heretofore employed for shutting of steam from theengine by safety stop devices it hasbeen usually necessary to reset thelstop device by hand upon every starting of the engine; but in myconstruction I dispense with this necessity by the employment of meansfor automatically resettingI the stop for emergencies upon starting theengine, thus dispensing with the intervention of the engineer oroperator and avoiding the danger due to carelessness in omitting to setthe device in operative condition after it has been thrown out ofaction. I do not, however, claim herein the broad features of this partof my invention, as they form the subject of claims in my pendingapplication above noted.

l Referring to the drawings, in which the same reference charactersrelate to the same or corresponding parts in all the views, 4my deviceis shown in Fig. l as applied to the governor side rod A of a Corlissengine, in which B2 indicates a portion of the engineframe or cross-headguide, from which eX IOO tends a bracket C', supporting agovernorstandard D', inclosing a governor rod or spindle A2, carryingthe balls F, the said spindle being operated by the governor-beltpassing around the pulley Gr, mounted on the operat ing-shaft g, whichtransmits motion to the spindle A2 in the usual manner. In this form ofengine the governor side rod A is usually in one piece, connected to arock-shaft a, carrying arms b, operating the steam lifting-toes for thepurpose of raising the steam-valves and releasing the same to cut offthe steam. By my invention I make this rod divided into two parts orsections, the upper section A terminating in a shell or case L, to whichthe said upper section is secured. This shell is preferably made with aperforated screwthreaded cap d2, to which the upper section is secured,and perforated cap a4, through which the lower section A freely passes,and the interior of said shell is preferably provided with a bushing K,secured to the two caps by screw-threads, said bushing forming a guidefor the enlarged head d of the lower section.

The lower part or section of the side rod A preferably terminates in anenlarged head or plunger a', against which a spring E, confined in thelower part of the case or shell, acts and normally tends to raise thelower section of the said rod and move the same independentl y of theupper section. The plunger-head is provided with a groove or recess a3,and the shell or casin g is provided with a perforation through whichextends a springactuated clutch-pin D, projecting normally into thegroove a3 of the plunger-head, said pin being normally pressed into saidgroove by means of a spring s, confined in a recess in a bracket d,forming part of or secured to theshell or casing, as shown more fully inFigs. 3 and 4.

The lower section of the side rod is counected to thecut-o-valve-actuating mechanism through the medium of the rock-shaft a,and its arms b, and when the two sections are locked together by theclutch-pin F entering the groove or recess a3 the said two partstransmit the movements of the governor-spindle to the saidcut-off-valve-operating mechanism under the ordinary conditions ofworking. When, however, the governor-balls become inoperative and fallbelow the normal plane of operation, the clutch-pin is withdrawn fromthe governor by means of the bell-crank lever B B', fulcrumed on thebracket I, carried bythe shell L, and moving with the governor-rod. Theupper arm B of the said lever is provided with a perforation orprojection orother suitable device adapted to engage a shoulder or nutc, carried by the stop-rod C, suitably supported from above or below,according to the construction of engine, the said stop-rod in thepresent case be'- ing shown as adjustably supported by screwthreadedattachment with a suitable bracket Pfrom above. The stop-rod is adjustedin the desired position and normally held stationary in said position,so as to cause the arm of the bell-crank lever to engage the stopshoulder or nut on the lower end thereof when the governor-balls fallbelow the normal working plane. V

The lower arm B of the bell-crank lever is connected with the clutch-pinD, so that when the governor-rod falls below the lowest position ofnormal working the bell-crank lever, coming in contact with the stop c,will be moved, thereby withdrawing the pin from the groove in theplunger-head, thus releasing the lower section of the side rod from theshell or casing and permitting the lower section of the side rod to moveupward with respect to the upper section, thereby moving the cut-offmechanism so as to place the steam liftingtoes out of action, thuspreventing the steamvalves from movement and instantly shutting off thesupply of steam. u

It will be understood that when the stop device has operated to cut offthe steam and the sections of the rod or spindle have become separatedthese sections may be locked together again by moving the lower sectionso as to compress the spring E and bring the groove or recess 01,3 inalinement with the clutch-pin D, which will enter said groove or recessunder pressure of the spring s.

It will be observed that I have described a bell-crank lever B B asconnected to the pin D, and such construction may be made directly withthe pin, as will be readily understood; but in order to avoid theannoyance of having to reset the device every time the engine is stoppedunder ordinary running conditions I propose to make the connectionsbetween the bell-crank lever and the clutchpin separable and controlledby an automatic catch in such manner that the connection between thebell-crank lever and the pin may be disengaged or released, so that themovement of said lever for stopping the engine will be effected withoutmoving the pin, thus preventing the separationof the two sections of thegovernor side rod or spindle, and to insure the resetting of the devicefor emergencies, irrespectiveof the attention of the operator, I providemeans that will automatically reset the device immediately upon thestarting of the engine, thus guarding against the danger due tocarelessness iu omitting to set the device for operation. W'ith thisobject in view I preferably connect the lower arm of the bell-cranklever with a sleeve S, slidably mounted upon the piu D, the said arm ofthe bell-crank lever being preferably provided at its lower end with ayoke y, pivotally connected to the sleeve.

Mounted on the sleeve is a locking-pin F, provided with a suitablehandle, the said pin being yieldingly connected to the said sleeve by asuitable spring, such as the flat spring J, which normally tends to pushthe locking-pin toward the sleeve, through which said pin projects intocontact with the clutch-pin D. The

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clutch-pin itself is provided with a `recess r, into which recess thelocking-pin F projects for the purpose of connecting the sliding sleevewith the pin D. In this position the device is in its operativecondition, so that any upward movement of the bell-crank lever willcause the pin D to be retracted from the groove in the lower section ofthe governorrod against the pressure of the spring s, as shown in Fig.'7.

Pivotally supported on the bracket of the shell or casing Lis a catch H,which is adapted to engage a notch in the end of a horizontal projectionf on the locking-pin F when the latter is drawn out of engagement withthe recess r, thus holding the locking-pin F free from the pin D andreleasing the sliding sleeve from said pin, so that if the engine isstopped by the engineer under ordinary running condi-- tions thegovernor-balls fall naturally to their lowest point and cause the upperarm of the bell-crank lever to come into contact with the stop, and thebell-crank lever will be moved, thereby sliding the sleeve S upon thepin D away from the case or shell without disturbin g the clutch'- pinD, and at the same time the locking-pin F will be moved away from andout of engagement with the catch H. When the engineis started again, theballs will rise, moving the side rod upward and thereby moving thebell-crank lever out of contact with the stop, whereupon the spring T,mounted on the bracket carrying the bell-crank lever and engaging theupper arm of said lever, will move said arm downward, causing thesliding sleeve S to be moved toward the shell or casing, carrying withit the locking-pin F, until it again engages the recess r in thelockingpin D under the action of the spring J, thus setting the devicefor operation.

It will be observed that the upper arm of the bell-crank lever isprovided With a handle extension ,so that the bell-crank lever may beinstantly operated by a touch of the handle when it is desired tooperate the device at the engine.

It will be seen that by interposinga device for resetting the releasingmechanism automatically upon the starting of the engine whenever theengine is stopped under ordinary conditions I insure greater certaintyand safety in the operation of my device, and I l regard this as animportant feature of my invention.

In order to operate the device from any convenient point either in theengine-room or other accessible place, I provide means for raising thestop-rod C until it engages the bellcrank lever to release theclutch-pin from the rod-sections. This means may consist either ofelectrically-operating devices ora hand-operating device, the former ofwhich I have shown in Fig. 4 and the latter in Fig.- 3, or both suchmeans combined together.

Referring to Fig. 4, it will be seen that I provide for electricallyoperating the device bythe use of an electromagnetM of suitableconstruction, the coil of which is supported upon the bracket P and thecore of which is formed by the upper portion of the stop-rod, whichnormally rests in its lowest position. This core may be formed separatefrom or integral with the stop, as desired, and I have shown it as aseparate iron core q. The wires from the coil are led to the pointdesired, and the electrical circuit is made and broken by means of asuitable switch or push-button z, so that when the circuit is closed bysaid switch or push-button the magnetic coil is energized, therebydrawing the core upward into the magnetic field of force, raising thestop into contact with the bell-crank lever and lifting the same. Theupper end .of the stop-rod projects beyond the coil and may be providedwith a ring N, which may be connected by chain or rope led to anysuitable point, so that the stop can be raised by hand in the event offailure of the electrical device.

In Fig. 3 I have shown the stop-rod. provided wi-th a ring N and`passing through a flanged bushing R, supportedin a boss on the bracketP, and a spring S' is confined between a shoulder on the stop-rod andsaid bushing, normally tending to push the stoprod down to its lowestposition. This spring is not needed when the electrical device is used,as the weight of parts in such construction is suflicient to keep thestop-rod normally stationary. A chain or rope m is led over suitablepulleys to the point desired and is provided at its end with a handlefor operating the same.

In Fig. 2 Ihave shown my device as applied direetly to thegovernor-spindle, the construction and mode of operation being eX- actlythe same as in its application to the side rod of the governor and needsno other detailed description herein further than to mention the factthat this ligure illustrates the application of the device to a Wrightengine or any engine of the type in which the governor spindle isconnected directly to the IOO IIO

mechanism for operating the cut off valve gear.

What I claim as my invention is 1. In an automatic safety device,the'combination with the governor, of a rod or spindle made in twosections, and independently movable with respect to each other, one ofwhich sections is connected with the governor and the other with thevalve-operating mechanism,` means for connecting the two sectionstogether, and mechanism operated by the falling of the governor-ballsbelow the normal plane to release said connecting means, therebyseparating the two sections of the spindle or rod, substantially asdescribed.

2. The combination with a divided governor side rod, a shell or casingcarried by the upper section thereof, the lower section freely movingwithin said shell, a clutch-pin normally locking the two sectionstogether, a stationary stop, a connection between said stop 'andclutchpin for retracting the pin when the governor-balls fall below thenormal plane, and separating the two sections of the rod, substantiallyas and for the purpose set forth.

3. The combination of a divided governorrod, the upper section providedwith a shell, and a lower section having an enlarged head working insaid shell and provided with a recess or groove therein, a pin slidablymounted on the shell and normally in engagement with the said recess orgroove, thereby locking the two sections together, a lever fulcrumed onthe shell and connected to the pin, a stationary stop adapted to engageone arm of the lever to operate the same and withdraw the pin when thegovernor falls below the normal plane, substantially as described.

4. The combination with a governor rod or spindle, having an upper and alower section movable in respect to each other, a clutch device normallylocking the two sections together, means for causing the clutch deviceto release the sections when the governorballs fall below the normalplane, and means for preventing the operation of said clutch device asthe engine is stopped, when desired.

5. The combination with a governor rod or spindle, having an upper and alower section movable in respect to each other, means for causing saidclutch device to release the sections when the governor-balls fall belowthe normal plane, and means for preventing the operation of said clutchdevice upon stopping the engine under ordinary conditions, and means forautomatically resetting the device for emergencies, upon starting theengine.

6. The combination with a divided governor-rod consisting of an uppersection having a shell or casing, a lower section working freelytherein, a spring mounted in the shell or casing and connected withthelower section and normally tending to raise the same upward, a clutchfor locking the two sections together, a lever having one arm adapted tobe connected to said pin, a stop adapted to engage the other arm of saidlever when the governor-balls fall below the normal plane, and means forseparately connecting the lever and clutch-pin so that they may becaused to move together or the pin allowed to remain stationaryas thelever is moved.

7. The combination with a divided governor rod or spindle consisting ofan upper section and a lower section, a pin for connecting the twotogether, a stop and connections between said stop and pin for operatingthe same when the governor-balls fall below the normal plane, and meansfor rendering said connections inoperative when desired to stop theengine under ordinary running conditions.

8. The combination with a divided governor rod orspindle consisting ofan upper section and a lower section, a pin for connecting the twotogether, a stop and connections between said stop and pin for operatingthe same, when the governor-balls fall below the normal plane, means forrendering said connections inoperative when desired to stop the engineunder ordinary conditions, and means for automatically resetting thedevice upon the starting of the engine.

9. The combination with the governor, and the valve-operating mechanismof a steamengine, connections between said governor and valve mechanism,of mechanism for releasing` said connections' when the governor becomesinoperative, and locking devices interposed between said releasingmechanism and valve connections, whereby said connections may be lockedagainst release, when it is desired to stop the engine under normalconditions.

10. The combination with the governor and the valve-operating mechanismof a steamengine, connections between said governor and valve mechanism,of mechanism for releasing said connections when the governor becomesinoperative, a locking device interposed between the releasing mechanismand valve connections, and means for automatically releasing saidlocking device so as to set the releasing mechanism for action upon thestarting of the engine.

1l. ln an automatic safety stop device for engines, the combination withthe valve mechanism and governor, of a rod comprising two sections, oneconnected to the governor and the other to the valve mechanism,connections between said sections normally securing them together, meansfor releasing said connections to separate the sections when it isdesired to cut oft' the steam, a stop-rod adapted to engage saidreleasing mechanism to effect the release of said connections, amagnetic coil around a portion of said rod, and means for closing anelectric circuit through said coil to energize the same and draw the rodwithin the iield of force of said coil, substantially as described.

12. In an automatic safety stop device for steam-engines, thecombination with the governor and valve mechanism, of a rod comprisingtwo sections, one connected to the governor and the other to the valvemechanism, connections between said sections normally securing themtogether, means for releasing said connections to separate the sectionswhen it is desired to cut ott the steam, a stop-rod having a rope orchain connected thereto at its upper end and adapted to engage saidreleasing means to effect the release of said connections, a magneticcoil around aportion of said rod, and means for closing an electriccircuit through said coil.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

JAMES K. VRIGIAIT. lVitnesses:

CHARLES S. KOHLER, JOHN F. KOHLER.

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